Vehicle restraining system for limiting roadways

ABSTRACT

The invention relates to a vehicle restraining system for limiting roadways comprising a base beam extending along the longitudinal axis, which overlies a U-shaped bottom and, in the plane view of an orthogonal cross-section along the longitudinal axis, reduces from the U-shaped bottom upwardly and a leading profile, which extends along the longitudinal axis, is placed above the base beam and is fixed thereto. According to said invention said base beam and the guiding profile are connected to each other by means of an intermediate connecting area, which is closed at least on one side and extends, in a substantially vertical direction, from the top end of the base beam upwardly towards the guiding profile, wherein the base beam, the connecting area and the guiding profile form a wall element and, in the plane view of an orthogonal cross-section along the longitudinal axis, said guiding profile extends with respect to the connecting area towards the road way, at least locally.

The present invention relates to a vehicle restraining system forlimiting roadways having a base barrier running along a longitudinalaxis, which rests on an under-ground and which tapers from theunderground in upward direction, when viewed in a section orthogonal tothe longitudinal axis, and having a guiding profile running along thelongitudinal axis, which is arranged above the base barrier andconnected thereto.

In order to safeguard roadways, vehicle restraining systems are providedlaterally to the roadways. Besides constructions made of concrete, asfor example the so-called “New Jersey Profile” known in the art, inparticular guard rail arrangements made of steel are preferably used.

Vehicle restraining systems can be categorized in dependence on theirrespective structure into different safety categories. For such aclassification, parameters are used, which are determined inexperiments. One of these parameters is the so-called “restrainingfactor”, which provides information about the capability of restrainingand deflecting a colliding -vehicle by means of the respective vehiclerestraining system. A further parameter is the so-called “operationrange”, which is determined by the dynamic transverse shifting and theactual structure of the vehicle restraining system. Finally, a parametercalled “collision intensity factor” is used for an estimation of theimpact to the vehicle occupants during a collision of the vehicle withthe vehicle restraining system and the seriousness of injuries to beexpected.

For cost reasons, it is nowadays preferred to provide vehiclerestraining systems which are made of steel as a construction kit and,thereby, to provide the possibility to use modularly differentcomponents from this construction kit, dependent on the respective caseof application and dependent on the respective requirements to befulfilled. Such vehicle restraining systems are for example known fromthe closest prior art according to DE 38 27 030 A1, as well as from thedocuments EP 0 761 889 A1, DE 102 29 051 C1 or EP 1 418 274 B1. In thesevehicle restraining systems, the guiding profile is coupled by means ofpost elements to a base barrier or directly to the underground.

When using conventional systems, it is difficult to achieve a highrestraining factor together with a low collision intensity at the sametime. This means in other words that those vehicle restraining systemsknown from the prior art, which have a high restraining capability, i.e.which are capable to restrain also heavy vehicles having a highcollision velocity and a relatively large collision angle, lead due to arelatively small deformation capability to a relatively high collisionintensity, whereby they do not provide sufficient protection for vehicleoccupants during a collision. This problem particularly becomes due whenusing constructions made of concrete, which is the case for the abovementioned New Jersey profile. A collision of a small vehicle with avehicle restraining system formed as a concrete construction is notsufficiently cushioned. Instead, in such collision situations, the smallvehicle regularly ascends the concrete construction and overturns. Onthe other hand, constructions made of concrete offer the benefit of asubstantially closed outer profile. This leads to a situation, even whenthe collision angle is large, that a colliding vehicle, particularly aheavy vehicle, does not stick to the restraining system but slides alongthe same. In contrary, such an unwanted sticking of the collidingvehicle with the vehicle restraining system easily occurs witharrangements according to the above mentioned documents of the priorart, for example as the vehicle engages a freely exposed post elementand is hindered thereby to a further slide off.

It is the object of the invention to provide a vehicle restrainingsystem as outlined above, which has a small collision intensity andwhich at the same time reduces the risk of an uncontrolled ascending oflight vehicles in a collision situation and which also prevents that acolliding heavier vehicle gets stuck thereto.

This object is solved by a vehicle restraining system according to theintroductory part, which provides that the base barrier and the guidingprofile are connected to one another by means of a connecting region,which is closed at least at one side and which extends from the upperend of the base barrier substantially in vertical direction aboardleading to the guiding profile, whereby the base barrier, the connectionregion and the guiding profile form a wall element, and that the guidingprofile, when viewed in a section orthogonal to the longitudinal axis,projects with respect to the connection region at least in sectionstowards the roadway.

A vehicle restraining system according to the invention, which is formedby such wall elements, has the benefit, that no freely exposed postelements are provided, which can interact with a colliding vehicle suchthat the latter engages with the vehicle restraining system and isthereby prevented from sliding off along the latter. It rather forms asubstantially closed wall facing to the roadway along which thecolliding vehicle can slide off, even if the collision angle is large.The vehicle restraining system according to the invention thereforebehaves in this respect with the same benefit as a construction made ofconcrete. This particularly applies for heavy vehicles. In order toprevent an unwanted ascending of light vehicles, for example smallvehicles, the guiding profile according to the invention is arrangedsuch that it projects with respect to the connection region in thedirection towards the roadway. Although a colliding small vehicle mayascend due to the tapering shape of the base barrier in upward directionwhen colliding with this arrangement, however, the small vehicleimpinges during ascending on the projecting guide profile, whereby akind of a counter-impetus is effected, which prevents or at leastreduces further ascending. As a result, the vehicle is redirected backto the roadway and an overturning of the vehicle is prevented.

It shall be understood that the vehicle restraining system according tothe invention is formed as a construction made of steel and thereforehas a sufficient capability of being deformed, similar as discussed inthe introductory part with respect to the prior art steel constructions.Thereby, in regard to the achievable collision intensity factor, it hassubstantial benefits compared to constructions made of concrete, as thecollision energy can be better absorbed by the deformation.

According to one embodiment of the invention, it is provided that thewall element, when viewed in a section orthogonal to the longitudinalaxis, has a substantially continuous contour which is open to theunderground. If necessary, also the region faced to the underground canbe closed. Beneficially, the invention can further provide that the wallelement is formed symmetrically with respect to a vertical axissubstantially orthogonal with regard to the longitudinal axis and to theunderground, when viewed in a section orthogonal to the longitudinalaxis. Such a vehicle restraining system can be arranged also on a medianstrip, which separates two roadways with opposing driving directionsfrom one another.

In order to stabilize the vehicle restraining system according to theinvention, it can be provided that the wall element has an insertionpiece on its longitudinal ends, which is inserted into the wall element.In this respect, it is possible according to the invention that theinsertion piece is at least partially welded to the inner surface of thewall element. Moreover, it can be provided in order to stiffen thevehicle restraining system according to the invention that the wallelement is provided with stiffening rips extending in the direction ofthe longitudinal axis. These stiffening rips may extend in vertical orin horizontal direction transversally to the longitudinal axis.

In order to limit longer roadway distances, according to the presentinvention it is possible, as per se usual, to assemble the vehiclerestraining system wall element by wall element, wherein two adjacentwall elements can be coupled by connecting two insertion pieces facingone another.

According to the invention, the vehicle restraining system may be usedboth on linear roadways as well as on curved roadway courses. In thelatter case, it is necessary to angle separate wall elements withrespect to one another. This can be achieved by means of miteredportions. When having larger curved radiuses, it is sufficient toposition separate wall elements in their connecting region with acertain play with regard to one another. To this purpose, it is possibleaccording to the invention, that the wall elements are elasticallyscrewed to one another by means of a screw connection. In this respect,it is possible that the screw connection has a resilient plasticbushing, for example made of polyurethane, or/and a Belleville springarrangement. In order to allow an adaptation to different curvedcourses, according to the present invention, wall elements havingdifferent lengths can be provided.

In order to facilitate the assembly, one embodiment of the inventionprovides that an angle arrangement is mounted at at least one of theinsertion pieces arranged at the end of one of the wall elements, whichwhen assembling the vehicle restraining system receives an insertionpiece arranged at the end of a further wall element in a positioningmanner. According to one constructive variant, it is possible in thisrespect, that the angle arrangement has a ground plate and twosupporting angles arranged in a distance to one another, wherein thedistance between two surfaces of the supporting angles facing to oneanother is larger than the double wall thickness of an insertion piece.One of the supporting angles can be fixed to the insertion piece, forexample by screwing, whereas the other insertion piece can be movedduring the assembly between the insertion piece and the furthersupporting angle. The angle arrangement therefore acts as a mountingbracket, which holds the two adjacent wall elements with respect to oneanother.

Furthermore, in order to facilitate the assembly, in particular in orderto reduce the effort for a correct positioning of two wall elementsadjacent to one another, it can be provided, that a positioning wedgearrangement is provided at least at one insertion piece arranged at theend of the wall elements, wherein the positioning wedge interacts duringthe assembly of the vehicle restraining system with a correspondingwedge opening in an insertion piece arranged at the end of a furtherwall element in a positioning manner. Even if the wedge opening and thepositioning wedge are positioned with a certain play with respect to oneanother, the positioning wedge arrangement provides a sufficientlysatisfying positioning of the adjacent wall elements to be connected toone another. In this respect, it is further possible, that a positioningwedge extends in the direction of the longitudinal axis and is faced,preferably abuts, with its frontal surface to an insertion pieceassociated thereto, and which has at its opposing frontal surface aholding plate arranged substantially in orthogonal direction with regardto the longitudinal axis. Also this arrangement functions, besides thepositioning effect, similar to a bracket, which connects two adjacentwall elements by means of their insertion pieces facing one another.

It is to be understood that the vehicle restraining system according tothe invention is to be supported robustly on the underground. In orderto achieve the latter, a further embodiment of the invention providesthat plurality of transversal skids is associated to each wall element,which run transversally with regard to the longitudinal axis and bymeans of which transversal skids the respective wall elements of thevehicle restraining system rest on the underground. Experiments haverevealed that in many applications, additional measures are necessary inorder to mount the vehicle restraining system on the underground suchthat it maintains its position. This can be achieved, for example, byproviding the surface of the transversal skids contacting theunderground with a certain friction increasing surface structure, forexample by providing nobs, ribs, pins or the like welded thereto.Alternatively the invention may provide that the transversal skids canbe coupled with a friction cover increasing the friction and can resttherewith on the underground. The friction cover may be made from arubber material and may be coupled, for example by means of mushroomhead connections, to the respective transversal skids.

Like conventional vehicle restraining systems, the solution according tothe invention can also be fixed to the underground. This is for examplepossible by fixing the transversal skids to the underground, preferablyby means of an elongated hole extending transversally to thelongitudinal axis. In this respect, the transversal skids can be screwedto the underground. During a certain collision the elongated holeallows, dependent on the applied transversal force, a locally limiteddynamic transversal shifting of one or more wall elements, whereby thecollision energy can be absorbed and the collision intensity can bereduced.

A further development of the present invention provides that in each ofthe wall elements engagement openings are provided facilitating theassembly. During the assembly, the assembling staff may grip into theseengagement openings, for example in order to mount fixing screws or thelike. Moreover, these engagement openings may serve during themanufacturing for applying internally arranged welding seams.

In respect to a facilitated manufacturing, a further development of theinvention provides that the wall element is composed of sheet portions,which are preferably edge bended. These sheets portions can beconnected, particularly welded, to respective insertion pieces.

It shall be understood that the vehicle restraining system according tothe invention can be designed on demand with different dimensions.According to a further embodiment of the invention, it can be providedfor example, that the width of the guiding profile, when viewed in asection orthogonal to the longitudinal axis, is larger than 1.3,preferably larger than 1.5, more preferably larger than 1.7 times thewidth of the connecting region.

In the following, embodiments of the invention are discussed based onthe attached figures, wherein

FIG. 1 shows a front view, orthogonally to the longitudinal axis, of awall element of the vehicle restraining system according to theinvention;

FIG. 2 shows a side view of the vehicle restraining system according tothe invention;

FIG. 3 shows a top view of the vehicle restraining system according tothe invention;

FIG. 4 shows a sectional view according to section line IV-IV of FIG. 1;

FIG. 5 shows a sectional view according to section line V-V of FIG. 1;

FIG. 6 shows a sectional view according to section line VI-VI of FIG. 1;

FIG. 7 shows a perspective detailed view of the angle arrangement;

FIG. 8 shows an enlarged detailed view of the area VIII shown in FIG. 1;

FIG. 9 shows a cross-sectional view of a possible screw connection oftwo insertion pieces;

FIG. 10 shows a cross-sectional view of an alternative screw connectionof two insertion pieces and

FIG. 11 is a perspective view showing a transversal skid together with acover as single parts.

In the figures, a vehicle restraining system according to the inventionextending along a longitudinal axis A is generally depicted withreference number 10. The vehicle retaining system 10 according to theinvention is composed of a plurality of wall elements 12 attached to oneanother. One single wall element 12 is composed of a base barrier of 14with a broad base 16 and a with two portions 18 and 20 tapering inupward direction, a connecting region 22 and a guiding profile 24 formedlike a head, when viewed in a cross sectional view. This structure ofthe wall element 12 is formed by a substantially continuous “outer skin”made of steel. The wall element 12 rests via transversal skids 26 on theunderground U, for example an asphaltic street.

The two portions 18 and 20 tapering upwardly of the base barrier 14 havedifferent opening angles α and β. The portion 18 has an opening angle aof about 70°, whereas the portion 20 has an opening angle β of about45°.

The connecting region 22 extends starting from the base barrier 14substantially in vertical upward direction. It has a substantiallyconstant width b. At the upper end of the connecting region 22 theguiding profile 24 follows, which—as apparent from the sectional viewsaccording to FIGS. 1 and 8—has a width B, which is substantially largerthan the width b of the connecting region 22. In the shown embodiment,the ratio b: B amounts to about 1:1.7. Thereby a shoulder 30 is formedstarting from the connecting region 22 and extending transversally tothe longitudinal axis A. Moreover, it is obvious from the figures, thatthe guiding profile 24 is formed roof-like at its upper side and has anapex 28. FIGS. 1 and 8 show that the outer contour of each wall element12 is substantially symmetrical with regard to the vertical axis H.

Within the outer skin of each wall element 12, insertion pieces 32, 34,36, 38 are inserted in regular intervals, which are welded by means of aplurality of welding seams 40, 42 to the outer skin at its innersurface. Except for gaps provided due to manufacturing, the outercontour of the insertion pieces 32, 34, 36, 38 substantially correspondsto the contour of the inner surface of the outer skin (when viewed in afront view orthogonal to the longitudinal axis). One can see that theinsertion pieces 32 and 38 are mounted at the end and substantiallyflushing with the wall element 12. At least the insertion pieces 32 and38 provided at the end have connection bores 44 or 46. Into theseconnection bores 44 or 46 connection screws 48 are insertable, by meansof which two adjacent insertion pieces 32 and 38′ of two adjacent wallelements 12 and 12′ can be screwed to one another. This is shown in theembodiment according to a FIG. 9. In order to provide a predeterminedplay s which allows a certain flexibility when connecting two adjacentwall elements 12 and 12′, the connection bore 46 is formed with aslightly larger diameter and receives a plastic tube 50 formed from PUR(Polyurethane). This is flexible such that the two adjacent wallelements 12 and 12′ can be angled with regard to one another to acertain degree. Thereby the vehicle restraining system 10 according tothe invention composed by a plurality of adjacently arranged wallelements 12 and 12′ can be adapted to a curvature of a roadway curve.

FIG. 10 shows an alternative to the fixation according to FIG. 9.Instead of using a plastic queue 50, in this embodiment the flexibilityis achieved by means of a Belleville washer package 52.

Furthermore, as shown in the figures, a plurality of locally limitedengagement openings 58 is provided in the outer skin of the steel sheet,which provide access to the interior of each wall element 12 or 12′ andwhich are beneficial during the manufacturing and the assembly of thevehicle restraining system 10 according to a the invention.

FIGS. 4 to 7 show different measures, which substantially facilitate theassembly of the vehicle restraining system 10 according to the inventionand which increase its stability. FIGS. 4 and 5 show a wedge arrangement60. This provides an angle element 62 which is welded with itshorizontal portion 64 to the underside of an insertion piece 38′arranged at the end of a wall element 12′. The vertical portion 66 ofthe angle element 62 extends in a distance d to the surface of theinsertion piece 38′. A positioning wedge 68 is arranged between theinsertion piece 38′ and the vertical portion 66, which positioning wedge68 is fixedly welded to the angle element 62. The positioning wedge 68tapers in upward direction, as shown in FIG. 5. In the central area ofthe insertion piece 32 of the adjacent wall element 12 a correspondingwedge-like wedge opening 70 is provided, the geometry of whichsubstantially corresponds to the outer contour of the positioning wedge68.

When assembling the vehicle restraining system 10 according to theinvention, two wall elements 12 and 12′, which are to be connected toone another, are positioned with respect to one another such that thewall element 12 with its positioning opening 70 is moved upon thepositioning wedge 68 of the wall element 12′, wherein the two wallelements 12 and 12′ are positioned automatically with respect to oneanother. The vertical portion 66 of the angle element 62 prevents duringthe assembly as well as in the assembled state that the two wallelements 12 and 12′ are uncoupled from one another, if a hightransversal force is applied, eventually during a collision.

FIGS. 6 and 7 show a further assembly support, which additionallyprovides further stability to the vehicle restraining system 10according to the invention in case of a collision. In this respect anangle arrangement 18 is provided, which is composed of a ground plate 82and two supporting angles 84 and 86 welded thereto. The two supportingangles 84 and 86 are stabilized by means of strengthening sheets 88welded thereto. These supporting angles 84 and 86 are arranged in adistance e to one another which is dimensioned such that the twoinsertion pieces 12 and 12′ can be inserted therebetween with a certainplay. For facilitating the latter the tool supporting angles 84 and 86are provided with insertion chamfers 90. In the embodiment shown, theangle arrangement 80 is screwed to the insertion piece 38′ provided atthe end. The insertion piece 32 of the adjacent wall element 12 isinserted into the remaining gap between the insertion piece 38′ and thesupport angle 86. The angle arrangement 80 thus functions as a bracket,which, in a situation when stress is applied, holds the two insertionpieces 32 and 38′ together and which therefore holds the two adjacentwall elements 12 and 12′ together.

FIG. 11 shows a transversal skid 26 and a friction cover 91 associatedthereto in an exploded view. It is shown that the transversal skid isprovided at its ends with chamfers 22 which are adapted to the outercontour of the tapering portion 18. The transversal skid is providedwith a series of holes 94 as well as with an elongated hole in itscentral portion, which is not shown in detail in FIG. 11. The frictioncover 91 has a U-shape and is formed from rubber material with a highfriction coefficient. It is dimensioned such that it can be mounted frombelow to the transversal skid 26 and that it encompasses the transversalskid 26 with its two parallel U-journals. The friction cover 91 isintegrally provided with mushroom head-like engaging elements 96, whichcan be engaged with the holes 94 of the transversal skid 26, in order tofix the friction cover 91 to the transversal skid 26. Moreover, thefriction cover 91 is provided with an elongated hole 98 corresponding tothe transversal skid 26, which has the same dimensions as the elongatedhole of the transversal skid 26. By means of these elongated holes thetransversal skid 26 can be screwed together with the friction cover 91to the underground U (see FIG. 1). The elongated holes have the purposeto permit a transversal shift of certain wall elements 12 of the vehiclerestraining system 10 according to the invention in transversaldirection with respect to the underground, for example in a collisionsituation, in order to absorb collision energy.

It is to be understood that the wall elements 12 can be provided withdifferent lengths, preferably in dimensions between two to eight metres.Thereby it is possible that the vehicle restraining system 10 accordingto the invention can be adapted to arbitrary roadway courses. In case ofa smaller radius of curvature, for example shorter wall elements areused. On the other hand, in case of a larger radius of curvature andrather linear roadway courses, longer wall elements are used. Moreover,the distances between certain insertion pieces 32, 34, 36, 38 as well asthe number of insertion pieces per wall element can be varied on demand.If necessary, it is also possible to insert longitudinal stiffeningsheets, as shown in FIG. 1 and 2 with reference number 56. These sheets56 additionally increase the stability and the strength of single wallelements.

FIGS. 2 and 3 furthermore show that single transversal skids 26 can alsofunction as water drains. In order to permit a waterflow transversallythrough the wall element 12, for example the outer skin is interruptedin the region of the transversal skid 26′ as shown in FIGS. 2 and 3.

Finally, it is to be pointed to the fact that the outer skin is providedwith engaging openings 58 which are helpful in order to facilitate themanufacturing, in particular in order to facilitate providing weldingseams 40 and 42, but also in order to facilitate the assembly, forexample for mounting connecting screws 48.

When assembling the vehicle restraining system according to theinvention, preferably a plurality of wall elements is preassembled to awall element assembly group, for example having a length of 12 metres.These preassembled groups are then mounted to one another at theconstruction site, which is facilitated by means of the wedgearrangement 60 and the angle arrangement 80. Then only the insertionpieces at the ends must be screwed to one another.

Thus, according to the invention one receives a vehicle restrainingsystem 10, which can be easily assembled and which is neverthelessrobust. In regard to possible collision situations the vehiclerestraining system according to the invention has the followingbenefits. If a heavy vehicle collides/impacts, in particular with alarge collision/impact angle, there is no risk that such a vehicle getsstuck with single components (post elements) of the vehicle restrainingsystem. The closed outer skin rather provides that these heavy vehiclesare redirected to the demanded degree. Moreover, the deformationcapability of the vehicle restraining system according to the inventionprovides a sufficient reduction of the collision energy. In case of acollision of a lighter vehicle (for example up to 1000 kg), it mayfurther happen that the vehicle ascends up the vehicle restrainingsystem 10 according to the invention due to the ramp effect of thetapering portions 18 and 20. However, the vehicle impinges duringascending onto the projection 30. Thereby, the ascending movement isblocked and a further ascending is prevented or at least reduced. Thevehicle is rather subject to a counter-impetus when impinging onto theprojection 30 and is thereby redirected back onto of the roadway.According to the invention it is thereby possible to limit or completelyprevent a strong ascending of the vehicle, which otherwise usually leadsto an overturning of the vehicle.

1. Vehicle restraining system for limiting roadways, having a basebarrier running along a longitudinal axis, which rests on an undergroundand which tapers from the underground in the upward direction whenviewed in a section orthogonal to the longitudinal axis, and having aguiding profile running along the longitudinal axis, which is arrangedabove the base barrier and connected thereto, wherein the base barrierand the guiding profile are connected to one another by means of aconnecting region closed at least at one side, which connecting regionextends from the upper end of the base barrier substantially in verticaldirection upwardly to the guiding profile whereby the base barrier, theconnecting region and the guiding profile form a wall element, andwherein the guiding profile, when viewed in a section orthogonal to thelongitudinal axis, projects with respect to the connecting region atleast in sections in the direction to the roadway characterized in thatthe wall element has an insertion piece adapted to the contour of thewall element at least at its longitudinal ends, which is inserted intothe wall element.
 2. Vehicle restraining system according to claim 1,characterized in that wherein the wall element, when viewed in a sectionorthogonal to the longitudinal axis has a substantially continuouscontour which is open to the underground.
 3. Vehicle restraining systemaccording to claim 1, characterized in that wherein the wall element,when viewed in a section orthogonal to the longitudinal axis, is formedsymmetrically with respect to a vertical axis extending substantiallyorthogonally with respect to the longitudinal axis and to theunderground.
 4. Vehicle restraining system according to claim 1, whereinthe insertion piece is welded at least in sections to the inner surfaceof the wall element.
 5. Vehicle restraining system according to claim 1,wherein stiffening rips extending in the direction of the longitudinalaxis are provided in the wall element.
 6. Vehicle restraining systemaccording to claim 1, wherein the vehicle restraining system isassembled wall element by wall element, wherein two adjacent wallelements can be coupled by connecting insertion pieces facing oneanother.
 7. Vehicle restraining system according to claim 1, wherein thewall elements are resiliently screwed to one another by means of atleast one screw connection.
 8. Vehicle restraining system according toclaim 7, wherein the screw connection has a resilient plastic bushingor/and a Belleville washer package.
 9. Vehicle restraining systemaccording to claim 1, wherein at least one angle arrangement is arrangedon at least one insertion piece provided at the end of one of the wallelements, which angle arrangement, when assembling the vehiclerestraining system, receives an insertion piece at the end of a furtherwall element in a positioning manner.
 10. Vehicle restraining systemaccording to claim 1, wherein the angle arrangement has a ground plateand two supporting angles arranged in a distance to one another, whereinthe distance (e) between two faces of the supporting angles facing toone another is larger than the double wall thickness of an insertionpiece.
 11. Vehicle restraining system according to one of the claim 1,wherein a positioning wedge arrangement is mounted to at least oneinsertion piece arranged at the end of one of the wall elements, thepositioning wedge of which interacts during the assembly of the vehiclerestraining system with a corresponding wedge opening provided in aninsertion piece at the end of a further wall element in a positioningmanner.
 12. Vehicle restraining system according to claim 11, whereinthe positioning wedge extends in the direction of the longitudinal axisand is faced, preferred abuts, with its one frontal surface to theinsertion piece and is provided at its opposite frontal surface with aholding plate extending substantially orthogonally with respect to thelongitudinal axis.
 13. Vehicle restraining system according to one ofthe claim 1, wherein a plurality of transversal skids is associated toeach wall element which transversal skids extend transversally to thelongitudinal axis and by means of which transversal skids the respectivewall elements of the vehicle restraining system rest on the underground.14. Vehicle restraining system according to claim 13, wherein thetransversal skids can be coupled with a friction cover and rest on theunderground therewith.
 15. Vehicle restraining system according to claim13, wherein the transversal skids are fixable to the underground,particularly by means of an elongated hole extending transversally withrespect to the longitudinal axis.
 16. Vehicle restraining systemaccording to claim 13, wherein each of the wall elements engagementopenings facilitating the assembly are provided.
 17. Vehicle restrainingsystem according to claim 13, wherein the wall element is composed ofsheet portions, which are preferably edge bended.
 18. Vehiclerestraining system according to claim 13, wherein the width of theguiding profile, when viewed in a section orthogonal to the longitudinalaxis is larger than 1.3, preferably larger than 1.5, more preferablylarger than 1.7 times the width of the connecting region.
 19. (canceled)